Patent GB-1269896-A (GB)
Title: Variable-ratio power transmission mechanisms
Inventor: SCHEITER MILTON HERMAN
IPC: F16H47/08
Filed: 1970-04-23
Abstract: 1,269,896. Variable-speed gear. - GENERAL MOTORS CORP. 23 April, 1970 [6 May, 1969] No. 19477/70. Heading F2D. A variable-ratio transmission, between a gas turbine 24 and a transverse output shaft 208 driving a motor-vehicle, comprises a double toric disc friction gear, the two input-driven halves 14, 15 of which drive in parallel, through a differential gear 133 and bevel gear 156, 160, a three-element hydrodynamic torque-converter 18 of the overrun reactor type, which drives the final output shaft 208 through a clutch-braked planetary forward-reverse gear 20. Function summary.-The control is specially adapted, (although not restricted) to a gas turbine transmission, and for this purpose the ratio is automatically controlled, in Drive setting D of a manual selector 288, to vary the toric ratio to maintain turbine speed between limits of 1300 and 2550 r.p.m., responsive to turbine speed and gasifier pressure 676 in the compressor of the gas turbine set, representing torque demand. A high turbine speed in neutral, to maintain adequate accessory drive output, is provided by downshifting the toric gear in N setting, torque converter speed being still too low for vehicle drive. In D setting the toric gear is prevented from shifting to output-input speed ratios less than one-to-one, which are not required in normal drive. The manual selector valve 288 can also enforce one-to-one toric ratio in 1À0 setting and this ratio is also enforced in reverse R. Movement of the manual selector valve 288 to N or R settings is positively prevented above a turbine speed of 1500 r.p.m., the former to prevent engine damage. Where used for a steam, diesel or petrol engine, control may be responsive to rack or throttle setting, or engine manifold depression, with engine speed. Gear arrangement. Toric disc gear.-Front and rear input toric discs 30, 42 are respectively secured on an input shaft 26 and connected thereto through a torque-responsive cam-andball end loader 144. Front and rear output toric discs 34, 42 are connected respectively to the sun and carrier of an intermeshed planet differential or balance gear 133, the ring of which is secured to the output bevel 156. The purpose of this differential gear is to absorb the torque inequalities between the front and rear toric disc gears 14, 15, due to dimensional differences resulting from manufacturing tolerances. Precessionally shifted rollers 46, 48, between the respective toric discs, are carried in bearing journals 80, universally mounted on the spherical ends of masts 74 projecting radially from stationary hubs 54, connected by radial spokes to outer rings 50, the rear of which is fixed in the gear casing, whilst the front ring 50 is splined therein for limited axial float to permit transmission of end-loading thrust from the cam-andball end loader 144 through the input shaft 26. The roller-carrying journals 80 have radial extensions 86 slidably received in inclined grooves 88, Fig. 3, in control rings 90, which are axially located in the stationary ring assemblies 50, and are turned by rocking a control shaft assembly 104, to cause the rollers to incline about an axis through their points of contact with the toric discs. Such inclination causes a precessional change in tilt angle of the rollers about a transverse axis for ratio shift. The change in tilt angle causes the roller journal extensions 86 to move axially in the grooves 88 back to a central equilibrium position, so that for each rotary setting of the control rings 90 there is a definite ratio tilt position of the friction rollers 46, 48. The control shaft-assembly 104, which turns the control rings 90 for ratio shift, is in two aligned sections 108, 110, carrying splined arms 114, actuated by a servo piston 118, which thus forms the ratio shift control and is energized as described below. Torque converter and reverse gear.-The output bevel 156 from the toric disc gear drives, through the bevel 160 and transversely arranged torque converter 18, the input sun of the reverse gear 20, the output carrier of the intermeshed planets of which is secured to the final output shaft 208. A disc clutch 197 locks the gear for direct forward drive, and a disc brake 211 holds the ring gear for reverse. The clutch and brake are engaged by hydraulic pressure. Lubrication.-Pressure liquid is supplied by the main servo pump 218, Fig. 4a, see below, through a restrictor 770, the main pressure regulator 224 and a cooler to spaces 76, Fig. 1, in the hub members 54 and thence through radial drillings up the masts 74 and to the bearings. Inclined drillings 782, 784 direct jets of lubricant to the friction contact zones on both sides of the rollers. Control.-Figs. 4a and 4b (arranged one above the other) show an hydraulic control circuit for operating the ratio-shift piston 118 (see also Fig. 1) of the toric gear, the forward clutch 326 and reverse brake 324. Fluid pressure supply and regulation.-The system is supplied by a single input-driven pump 218.  A primary pressure regulator 224 regulates pump pressure, to between 100 and 150 (usually 125) p.s.i., with augmented loading for reverse through a reverse brake line 724. The torque converter, lubrication lines and a manual selector valve 288 are supplied direct from this regulator, the first two through restrictors 766, 770, but the remaining circuit is supplied through a secondary regulator 256 fed at 716 by the primary regulator 224, and maintaining a regulated pressure of 100 p.s.i. The use of the secondary regulator 256 ensures a more constant pressure by causing a smaller downstream flow variation than would be caused by a single regulator. Toric ratio shift is accomplished by directing fluid pressure to one side or the other of the ratio-shift piston 118, Figs. 1 and 4b, through a flow-control valve 544, which is urged rightwards for upshift and left for down, to supply 100 p.s.i. pressure 728, 732 to upshift and downshift lines 758, 734, leading to opposite sides of the servo piston 118. Rightward upshift pressure 754 on the flow control valve 544 is controlled by a differentially-landed main ratio valve 362, loaded leftwards by spring and governor pressure 742 and rightwards by gasifier pressure 756, the output pressure 746 of the main ratio valve 362 reaching the line 754 through further control valves described below. The flow control valve 544 is biased leftwards by a spring and by full pump pressure 726 supplied through the manual selector valve 288 in its N setting to enforce downshift for fast idle in neutral above referred to. Shift action of the main ratio valve 362 on the flow control valve 544 is subject to override by high and low speed limit valves 410, 452, both loaded leftwards by governor pressure 742, 757. At engine speeds below 1300 r.p.m., the lowspeed limit valve 452 acts as a pressure regulator to reduce the pressure supplied from a line 752 (leading from the high-speed limit valve 410) into the upshift line 754 of the flow control valve 544, thereby permitting downshift with consequent engine speed increase until the 1300 r.p.m. low limit is exceeded, whereupon governor pressure 757 shifts the low-speed limit valve 452 fully left, cancelling its regulating function and providing unrestricted communication between the line 752 and the upshift line 754. The high-speed limit valve 410 regulates pressure into the line 752 feeding the low-speed limit valve 452. Over the normal engine-speed range the valve 410 regulates the output pressure 746 of the main ratio valve 362 into the upshift line 752 for normal shift action. At speeds exceeding the upper limit, 2,550 r.p.m., governor pressure 742 shifts the high-speed limit valve 410 fully left, substituting 100 p.s.i. pressure 728 into the line 752, thus enforcing upshift, to reduce turbine speed. The low-speed limit valve 452 is moved fully left by governor pressure 742, 757 at turbine speeds exceeding 1300 r.p.m. so that the line 752 from the high-speed limit valve 410 has unrestricted communication with the flow-control valve 544 to produce normal upshift and downshift action in the toric gear. At speeds below 1300 r.p.m., the low-speed limit valve 452 has a regulating action under spring and governor load, restricting this communication and enforcing downshift, to increase turbine speed. Exhaust control and exhaust limit valves 484, 486, under normal driving conditions, outputto-input speeds ratios in the toric gear of less than one-to-one are not required. Under such conditions gasifier pressure 759 is sufficient to shift the exhaust control valve 484 fully left, to block an exhaust port 498, so that the exhaust line 748 from the main ratio valve 362 and lowspeed limit valve 452 can now exhaust only through an outlet port 524 in the exhaust limit valve 486, a differential land of which is loaded rightwards by a pressure 760 responsive to the tilt setting of the rollers of the toric gear, and provided by a ratio position valve 569, loaded through a stem 594 by a lever 592 of the rollershift servo 118. At a toric ratio of one-to-one, the ratio position valve 569 regulates input 100 p.s.i. pressure 728 to outlet 760 at 40 p.s.i., and at outputinput speed ratios below this reduced regulated pressure causes the exhaust limit valve 486 to regulate to its exhaust 524, thus increasing pressure in the line 748 through which the main ratio and low speed limit valves 362, 452 exhaust which prevents further downshift beyond the one-to-one point. Manual ratio valve 330. In the 1À0 and reverse (R) settings of the manual selector valve 288, toric ratio is required to be held at one-toone. In both settings a line 736, leading to the right end chamber of a manual ratio valve 330 is exhausted at the manual selector valve 288. In this condition the leftward force of a spring of the manual ratio valve 330, which is equivalent to 40 p.s.i., is balanced by rightward fluid pressure 760, acting